Draft and buffing mechanism for railway-cars.



GLH. PORSYTH. DRAFT ANDHBUFFING MECHANISM FOR RAILWAY CARS.

APPLICATION FILED SEPT.2'7, 1906.

fatentfid Jan. 5, 1915.

miter are rnr orriia GEORGEH. FOJR3YTH, 0111'- CHICAGO, ILLINOIS, ASSIGNOB T0 WAUGH DRAFT GENE-l 3 i COIVIJEANY, 'AL'OORPORA'EIONLDF ILLINOIS. v v

niaaiea AND Bursitis- MECHANISM FOR RAILWAY-cans" massif. i

' To all who-mitt may concern "Be it known; that I, GEORGE Fonsr'rn,

This invention relates generally tqthg 't I of draft and bufiing mechanism for railway cars, and pertains more especially to improvements in that class or type of such devices which require a comparatively wide range of lateral orangular movement of such parts on account ofshort and sharpcurves in the track. I

More specifically, the invention relates to the provision of means whereby the safety chain connections between adjacent cars may be supported without danger of breaking or cramping on curves, and whereby also-the pull exerted on the safety chains in case of accidental uncoupling is exerted through the resistance medium of the draftrigging, thus lessening liability of breakage of the safety chains through sudden shock.

, A. simple mechanical embodiment of the invention is illustrated in the accompanying drawings, wherein,

Figure 1 is a plan view of a wideclearance draft and buiiing rigging having my improvements applied thereto, with so much of the underframe and truck of a rail.- way car as sutiices to make clear the application of the invention; Fig. 2 is a longitudinal vertical sectional view of the same; Figs. 3 and 4 are, respectively, plan and side elevational details of the forward end of the draft rigging, showing the draft rigging proper, and showing the manner and means of connecting the safety chains.

Referring to the drawing, 7 may designate the longitudinal sills of a car underframe; and 8 may designate the transverse I-beams forming hangers or carry-irons for the draft and culling-meehanism. Somewhat inwardly of the forward end of the car frame is located what I term the draft rigging, the same comprising, in the simple form shown, the usual stop castings 9, front and rear follower shells 10 and 11, draft springs 12 housed in said shells, and the Specification of Iietters Patent.

1. mama w s, 5, rain.

a n aaonmee September 27', 1906. Serial No. seam. a

Iconnected as by a pivotbolt 1a, to the rear 13 end of a drawbar 15, which'latter is herein shown as of considerable length, and may consist ofa single bar, or ofa plurality of sectlons connected end to end.

Secured to and embracing the outer poirtion of the'draw-bar, slightly-in rear of the coupler head I 16, is a buffer-supporting "frame or casting "17, 'withthe specific*de- "taiilsof which the present invention is not concerned, but which affords the housing and support for a pair "ofbuffer springs (not shown) that are'operatively connected by forwardly projecting stems 18 with a bulfenplate 19, which latter is supported thereby normally substantially coincident with the forward end of the coupler head, as shown. It will thus be seen that the bufling mechanism is wholly carried by the drawbar, and, of'course, partakes of the lateral or angular movements of the drawbar in, passing over curved track. The

specific construction and style of mounting of the draft-rigging, drawbar and buffing mechanism as shown and described is in no wise essential to the present invention, which is concerned more particularly with a novel manner and means of mounting and supporting the safety chain connections that underlie the ends of the cars; the leading feature of my inventionin this respect residing in an elastic connection of the safety chains to the car-body, which connection is preferably through the resistance medium of the-draft-rigging.

Referring first to the safety chains, 20 designates these elements, and 21 designates inwardly extending linkrods therefrom. which link rods, in the form shown in Figs. 1 and 2, are hooked onto a clevis 22 that is pivotally mounted on the pivot-bolt 14: connecting the inner end of the drawbar to the yoke of the draft rigging, from which it will be'seen that the safety chain connections pivot on and swing from the same center of lateral movement as the drawbar, and are also directly connected to the draft rigging, so that any pull thereon, due to breakage or disconnecting of the couplers, is im parted directly to the draft rigging, and this under a cushioning effect tending to prevent breaking of the chain and links. Figs. 3 and 4 illustrate a modification of the anchoring means of the safety chains, wherein the free ends of the links 21 of the 'U-shapedrodror bar 23,1ying in a train;-

verse slot or groove in the inner end of drawbar shank.

Iclaim:

1. The combination with a car-body and a dfaft i'ggingmf a safety chain connected to said car-body through the i esistance medium of said draft-rigging.

2. .The combination with a draft-rigging and a drawbar pivoted in advance of said draft-rigging, of a safety chain connection adapted to swing radially on a pivot sub- 1sjtantially coincident with that of the draw- 3. The combination with a draft-rigging the draft-rigging.and axially coincident 20 with the pivot of the drawbar, whereby said connection exerts its pull through the draftrigging. Y

1. The combination with the fixed draft rigging of a car including a yoke, of a draw bar and a safety chain connection both attached to the yoke to swing upon a common pivot, substantially as described.

. GEORGE H. FORSYTH.

\Vitnesses: I

SAMUEL N. Pom),

F BEDERIQK C. Goonwm. 

